Train-stop system



March 12, 1929. P, F S I J 1,705,101

TRAIN STOP SYSTEM Filed Oct. 26. 1927 4 Sheets-Sheet 1 n W 2 154 I x z 66 M 9 v lg 8 v F I A! i 2 @59 62 gwuentoz Pers yorflfifldtfi March 12, 1929. p, s rr JR 1,705,101

TRAIN STOP SYSTEM Filed 001;. 26. 1927 SIKGOLS ShGS'fi 2 4 awn! 1 ers xlforfi lj'mifiv 61cm mm:

. W/rA/EssEs.-

I r A I March 12, 1929. P. F. SMITH, JR 1,705,101

' TRAIN STQP SYSTEM Filed Oct. 26, 1927 4 sheets sheet 5 WITNE\$SES.

fans 990711 511111170),

gwwml oz March 12, 1929. .P. F. SMITH, JR. 1,705,101

' TRAIN STOP SYSTEM Filed Oct. 26. 192'? 4 Sheets-Sheet 4 Patented Mar. 12,. 1929 UNITED, STA

p 1,105,101. TES PATENT omen.

PERSIFOR FRAZER SMITH, an, or PAOLI, PENNSYLVANIA, nssrenoa 'ro triin UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

] TR IN-STOP SYSTEM.

Application. tiled October 26, 1927. Serial No. 228,900.-

This invention relates to train stop sys toms, of: the inductive type, wherein a p'lu-' rality of cab signals are displayed, giving the engineman the information relative to the track conditions ahead of his engine, and has for its primary object means for electro-pne1unatically interlocking the stop system through the medium of the double heading cock, a device whereby, when locomotives are double-hcaded,'the automatic stop equipment (except on the leading locomotive) is cut out of service.

Another object of this invention is, to provide means whereby signals displayed in the locomotive cab for-the guidance of the engineman can not be ignored and the primary purpose of the train stop system thus defeated.

A further object of this invention is to provide means for locking the double heading cock in closed position, together with means for unlocking the same when in a designated position.

A still further object of this invention. is, to provide means for interlocking the double-heading cock through the medium of the reset cock and a pneumatic circuit c'onp troller.

With these and many other objects in View, which will be more readily apparent as the nature of the invention is better understood, the same consists in the novel construction, combination and arrangementof parts as will be hereinafter more fully pointed out, illustrated and claimed.

It will be quite readily understood by those skilled in the art to which this invention belongs, that the same is susceptible to some structural changes and modifications without departing from the spirit or scope of the invention, but a preferred and practical embodiment of the invention is shown in the accompanying drawings in which a locking plunger attached to the diaphragm.

Figure 2 shows a partly sectioned elevational view of the double heading cock shown in Fig. 1; the diaphragm chamber I preach and caution slow speed. An enginenot being shown.

Figure 3 shows a cross-sectional view taken on the line 3-3 of Fig. 2 and shows the ports in the valve positioned in a vertical plane.

Figure 4 shows a similar section taken on line 33, of Fig. 2, but shows the double heading cock turned 90 degrees to that shown in Fig. 3 of the drawings.

Figure P'shows a plan and partial elevational view oithe operating end of the double headingcock stem, shown in operative position in Fig. 1 of the drawings.

Figure 5 shows a cross-sectional view of the reset switch used in connection with the doubleheading V the drawii'igs.

Figure 6 shows a partial plan view of the parts shown in Fig. 5 and more clearly shows the lockingfeature of the reset switch. Figure 7 shows a sectional view taken on the line 77 of Fig. 5 and shows the manner of connecting air passages through the valve.

Figure 8 shows in a diagrammatic-way cock shown in Figure 1 of Similar reference numerals refer to similarparts throughout the several figures of the drawings.

In carrying out this invention, I provide a I new design of double-heading cock designated in its entirety by the numeral 10. This double heading cock essentially consists of a body portion 11, a bushing 12 adapted tofit into the body portion, and a rotatable plug valve 13 adapted tobe rotated through the medium of a handle 14, shown in'the plan view of Figure 1 of the drawings.

On locomotives equipped with the code system of automatic train control, the doubio-heading cock is positioned in the pipe marked 15, which pipe connects the chamber .16 of the brakeapplication valve to the timing portion of the application control valve, as shown'in Figure 8 of the drawings. When the double heading cockis closed, the automatic train stop equipment is cut out of service, as is the case when locomotives are double headed. In the code system of train control, four cab signals are provided in the cab for both the engineman and the fireman and arranged to display the following indications: clear, approach restricting, ap-

and should he get a change of cab signals, from clear, to approach restricting, a whistle 17, being in piped relation with the application control valve will blow for approximately 'six seconds in which time hemay acknowledge thus preventing an automatic brake application. I

The acknowledgment is accomplished in the following manner: When the acknowledging switch is operated, current energizes one or more acknowledging stick relays,

depending upon the cab signal displayed, WlllCll Wlll in turn re-energize the magnet valve and stop the venting of the timing reservoir shown in Fig. 8 of the drawings.

Should the engineman not acknowledge the change in cab signal indication and an automatic brake application occur, at which time the magnet valve 19 becomes de-energized and the timing reservoir 20 is vented to the atmosphere through a port 21 by way of through the piston, as shown in Fig. 8 of the drawings. The reduction of pressure in chamber 16 causes the piston .18 to move down by virtue of the main air pressure in chamber 23, thus chamber 16 is then directly connected to the atmosphere through port 24 in the brake valve. The brakes having thus been applied automatically, and in order that they may not be released by acknowledgment only, brake pipe pressure is connected to a pneumatic circuit controller 25 through a port in the brake application valve through pipe 26', operating the contact fingers'through a pneumatic diphragm, thus opening the circuit .to the acknowledging switch, such that the timing valve magnet can only be re-energized through the operation of the reset switch.

This sequence of operation can be defeated in the following manner: The brakes having been applied and chamber 16 having been connected to the atmosphere and the circuit at the pneumatic circuit controller broken, it can be seen that any means whereby this electric circuit through the pneumatic circuit controller is reestablished will enable the engineman to release his brakes without resetting.

By closing the double-heading cock pipe 15 is cut, piston 18'moves down immediately as chamber 16 is thus placed in communica tion with the atmosphere and the air in pipe 26 is also'connected to the atmosphere, permitting the circuit controller to establish the cireuit' as normally held in a clear cab ,indication. Acknowledgment is then made and the brakes are released, and the primary object of this invention is to prevent the release of the brakes without the use of the re set switch, or to prevent the release of the brakes while the locomotive is in motion.

.VVhen the engineman closes the doubleheading cock, for the purpose of releasing the brakes without bringing his locomotive to a stop and resetting, air pressure from pipe 15, which is in communication with chamber 16 in the application control valve, passes through port 27 in the plug valve 28 to port 29 in the valve bushing 30, and out through pipe 31 to the chamber 82 in which is positioned adiaphragm 33, co-acting with which is a helical spring 3%, designed to be seated in a chamber 35 on a ledge 36, constructed as an integral part of the body portion 37, as shown in Fig. 1 of the drawings.

Pressure in chamber 32 deflects the diaphragm and forces the plunger 38 into engagement with double-heading cock handie 39, thus locking the same against rota-' tion.

'The circuit through the pneumatic circuit controller is now broken and this must be reestablished through the reset cock in the reset switch designated in its entirety by the runner-a140, andshown in Figures 5, 6 and '7 of the drawings.

The reset cock is in piped relation with chamber 32 through the medium of a pipe connection 411, on the double-heading cock diaphragm cap 42, and asimilar pipe con nection 43 on the reset cock body of the reset, switch. The resetcock is provided withv an operating handle 4A, which is adapted for rotating the cook. The extended end of the plug valve 40 is provided with a locking disc 45F, which when rotated degrees will engage a detent 15 positioned on the reset switch shaft 46. The handle of the doubleheading cock having been locked against rotation and the reset cock being in position to hold chamber 32 under pressure, it is thus obvious that this pres sure must be removed before the locking plunger will be retracted by the spring 34.

By referring to Fig. 70f the drawings, it will be observed, that a section through the valve body in alignment with pipe 413, discloses a cored passage 47, which is positioned such that when the plug valve 40 is rotated 90 degrees pipe 43 will be connected.

directly to the atmosphere, permitting the plunger 38 to be withdrawn from the operating handle 39 of the double-heading cock. It will be further observed, that the reset switch can not be operated unless the operating handle 01' the reset cook 10 is again placed in normal position, thus permitting the detent 45 to pass the locking disc a l-5 which is positioned on the plug extension of the reset cock. I

In the operationof this train stop system, cycle single phase A. C. current, from mos-rot] Lt-"wayside power line, isimposed upon rails. This track circuit is periodically interrupted at the code frequencies established dependent upon the track conditions. Since tive and housed in an equipment box thereon,

is controlled by energy fromthe track circuit m whicha code transmitter is connected across'the track rails at the exit end of the block. The code transmitter consists of two sets of three cam-operated circuit controllers, the cams of whic-hare driven through gears by a small induction motor. The motor runs at a constant predetermined speed, and through the above gears operates the cams and contacts at constant speed. When a train'entersthe block, a track relay opens and starts the code transmitter, and the 100 cycle A. C. track current is then interrupted by means of the code transmitter the prescribed number of times per minute, depending upon the conditions of the track in advance. This coded current in the rail is picked up by the receiving coils mounted on the locomotive pilot, in advance of the front engine truck wheels.

The energy induced in the receiver is am plified and then passed through a master transformer to operate a master relay, which selectively energizes the proper decoding relays, and through a series of contacts, controls the cab signal indications, the current for which, as well as the amplifying circuits and relays, is taken from the headlight generator, which furnishes 32 Volts.

The cab signals are of-the position-light type and are located within the cab on both the engineers and the fire'mans side of the cab, and each display four indications. An acknowledging switch, by which automatic train stop brake applications may be fore stalled, is located in the cab adjacent the engineers seat. A reset switch, with which the electrical equipment may be reset to permit the release of brakes after an automatic brake application, is located beneath the right side of the cab. A timing valve, with piped relation to a warning whistle is located on the right side of the locomotive ahead of the cab, and a new type of brake valve replaces the standard steam engine brake valve.

' A brake application caused by the train stop equipment, will result in about 35 lbs. brake pipe pressure reduction on locomotives when using 110 lbs. brake pipe pressure, which is the usual pressure in passenger service, and about 22 lbs. brake pipe pressure reduction when using lbs, which is the usual pressure in freight service. The automatic equipment makes only a service brake application. The engineinan' retains manual control over the brake 'at' all tlIIlQS, except that brakes not be released from cab in case an automatic train stop-application has been caused by failure filo-acknowledge a change to a more restrictive signal indication. 1 a

The indication of the cab signal is con'- tii'ruouslydetermined by conditions in ad- Vance of the locomotive.

Any change in conditions occurring at anytime in a; clear j block whicli calls for a reduction in speed, immediately operates to initiate applica ti-on of the brakes unless a change of cab indicati-on -i-sacknowledged by the engine man, who thereby indicates his alertness and ability to properly handle his train.

hen the signals are less than braking distance apart, the approach restricting indication is used. In this case a line con-- trol rel'ay is employed, through the contacts of which the circuits for the code to the track transformer is so selected as to -con nect to the middle cam of the transmitter, which operates at 120 interruptions per minute. I

Then a track circuit is cleared by a train passing out of the block, the first impulse of coded current over the rails picks up track rela ,rdeenergizes one of the wayside relays an stops the code transmitter, thus restoring the track circuit to the normal alternating current feed fromthe auto transformer positioned at a sub-station along the trackway.

Should the engineer be able to release the brakes after an automatic brake application, without bringing his train to a stop, the purpose of the system would be defeated and for this primary reason the present inven tion is submitted whereby engineman can not release the brakes until the train has come to a stop and the function of re-setting has been accomplished as stated above.

Having thus described my invention, which I claim and desire to be secured by Letters Patent is:

1. In combination with an electro-pneumatic train stop device, a brake valve, an ap lication control valve, brake application va ve, an electro-pneumatic circuit controller, an acknowledging switch, a reset switch, a reset cock in combination with said switch, a double-heading cock, means for automatically applying the brakes and means for locking the double-heading cock against rotation, together with means for holding the brakes in applied position until released through theoperation of the reset switch.

2. In combination with an inductive elec- -tro-pneumatic train stop device, an en-- brake valve, an application control valve, a

magnet valve in combination with the ap plication control valve, a pneumatic circuit controller, a reset switch, a double head ng cock, means for locking the double heading cock against rotation, after an automatic brake application, a reset switch and means for interlocking the double-heading cock through the pneumatic circuit. controller and reset switch. 7

. cock, pneumatic means for locking the said double heading cock against rotation, and resllient means for unlocking the double heading cock to permit rotation.

5. In combination with an inductive train stop device, a double heading cook, a cock body, a bushing, a rotatable plug valve positioned in the bushing, cored passages in the bushing and in the plug valve, a plurality of pipe connections in the body of the cook, a diaphragm chamber, a diaphragm positioned across the chamber, a locking plunger actuated by the said diaphragm, means for compressing the diaphragm and resilient means for retracting the locking plunger. 6. In combination with an electro-pneumatic train stop system, a doubleheading,

cock, means for locking the cock against rotation, a combined reset cock and reset switch, means for v interlocking the reset switch through the reset cock and means for unlocking the double heading cock, so asto permit rotation of the cock.

In testimony whereof I aflix my signature.

PERSIFOR FRAZER SMITH, JR. 

